Airline Pilot Central Forums

Airline Pilot Central Forums (https://www.airlinepilotforums.com/)
-   Regional (https://www.airlinepilotforums.com/regional/)
-   -   Type 4 on the upper fusalege of the CRJ... (https://www.airlinepilotforums.com/regional/86706-type-4-upper-fusalege-crj.html)

Utah 03-02-2015 07:54 AM

So a bunch of Type IV going into the Ram Air Vent is not going to be a problem?

Type IV is not cheap either.

trip 03-02-2015 08:20 AM


Originally Posted by pagey (Post 1835274)
Sigh......

It would be nice if the FAA employed PILOTS instead of lawyers.

The CRJ has been around in some variant since the early-mid 90s. NOW we need type 4 on the ENTIRE fuselage? 20 years later?

Common sense would be a welcome change.

Edit: As a side note as annoying as this is, the complaining here is at a savage level....This isn't that complicated of a procedure. Bleeds off, packs off, ram air open....done. The after takeoff doesn't have much more to do than if you took off normally with the APU running. You are actually pressing less buttons.


See you screwed it up, forgot to set field elevation to 3000' above T/O elevation, and then reset it to landing elevation afterwards;)

mooney 03-02-2015 09:04 AM


Originally Posted by Utah (Post 1835292)
So a bunch of Type IV going into the Ram Air Vent is not going to be a problem?

Type IV is not cheap either.

Look closely at the ram air intake. It is sitting about 3 inches above the fuselage. Any Type 4 shearing should run down the fuselage and then under the ram air intake, as opposed to the APU intake which is on the fuselage.

mooney 03-02-2015 09:05 AM


Originally Posted by Bassman1985 (Post 1835211)
Holy crap, who designed that POS? This isn't a DC-9 from the 60s we're talking about, even the Saab from the early 80s made more sense. This reads like a procedure from the good old days when you had the plumber sitting behind you.

and to think, with as crappy as it is in winter ops, it was made in Canada:D

pagey 03-02-2015 10:07 AM


Originally Posted by trip (Post 1835314)
See you screwed it up, forgot to set field elevation to 3000' above T/O elevation, and then reset it to landing elevation afterwards;)

I thought the above elevation was for an unpressurized landing. I'll have to take a look when I get to work today.....But I see your point. :D

Larry in TN 03-02-2015 11:06 AM


Originally Posted by mooney (Post 1835351)
and to think, with as crappy as it is in winter ops, it was made in Canada:D

And it apparently never occurred to those Canadians that BOTH pilots might want to hang their jacket and overcoat in the "closet" at the same time!

TalkTurkey 03-02-2015 11:18 AM

Just cancel the flight and there will be no daggone issues. "Ops, we're a CRJ2 and cannot deice. what gate you wanna send us to?" "Copy dat,"

GravyRobber 03-02-2015 11:34 AM

Right from the QRH:

Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---

At a safe altitude, preferably between 1500 and 3000 feet above field elevation:

After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF


Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.

---END---

Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...

Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.

I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.

pagey 03-02-2015 11:44 AM


Originally Posted by GravyRobber (Post 1835470)
Right from the QRH:

Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---

At a safe altitude, preferably between 1500 and 3000 feet above field elevation:

After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF


Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.

---END---

Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...

Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.

I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.

Ours is slightly different in that we don't use EMER depress.

That being said you are still pressing the same amount of buttons as you would during a normal after takeoff check, albeit in different spots. I don't see that it's a big deal.

Why would you "forget" an after TO check? Or to contact departure? I think this is being blown out of proportion.

Nevets 03-02-2015 11:50 AM


Originally Posted by GravyRobber (Post 1835470)
Right from the QRH:



Before Take-off

1.) PRES CONT switch - AUTO

2.) EMER DEPRESS switch - ON

3.) L and R PACK switches - OFF

4.) 10TH STAGE, ISOL - CLOSED

5,) 10TH STAGE L and R BLEED AIR - CLOSED

6.) RAM AIR switch - OPEN

---END---



At a safe altitude, preferably between 1500 and 3000 feet above field elevation:



After Take-off

1.) RAM AIR switch - CLOSED

2.) 10TH STAGE, L and R BLEED AIR - OPEN

3.) L and R PACK switches - ON

4.) EMER DEPRESS - OFF





Note:

If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.



---END---



Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...



Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.



I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.


That's what an ASAP is for. Especially if management has published this and then telling you not to do it.


All times are GMT -8. The time now is 04:09 AM.


User Alert System provided by Advanced User Tagging v3.3.0 (Lite) - vBulletin Mods & Addons Copyright © 2024 DragonByte Technologies Ltd.
Website Copyright ©2000 - 2017 MH Sub I, LLC dba Internet Brands